Power transmission mechanism



May 5, 1936. c. H. Ruin-miamsv PWER TRANSMISSION IECHANISM I Filed llarch 11, 1933 6 Sheets-Sheet 1 /y /V /3 .HN

May 5, 1936, QH. RlcHARDs POWER TRANSMISSION MECHANISM 6 Sheets-Sheet 2 Filled March 11, 1953 May. 5, l936 c. H. RICHARDS' 2,039,451

' POWER TRANSMISSION MECHANISM Filed llarch 11, 1933 y 6 Sheets-Sheef.x 5

INvE- N-l-DR:

` May 5,1935 4c. H. RICHARDS l 2,039,451

` POWER- TRANsM'I'ssIoN MECHANISM I Fil-ed March l1, 1933 6 Sheets-SheeA 'AH' s- May 5, 1936. c. H. RlcHARDs POWER TRANsMIssIoN MECHANISM f Filed March 11, 1935 6 Sheets-Sheet 5 May 5, 1936. c. H. RICHARDS POWER TRANSMISSION MECHANISM Filed March 11, 1'955 e sheets-sheets Patented May 5, 1936 UNITED STATES PATENT OFFICE 'Ihis invention relates to mechanism for con- I nesting two members to transmit the force or power supplied to or generated by one to the other and has one object the provision of a simple and practical mechanism for this purpose. A

Other objectsA of 'the invention will be understood from the following description in conjunction with the accompanying drawings; in which,

Fig. 1 isa sectional view-of a mechanism illus.

trative of some of the important features of the invention; l

Figs. 2 and 3 are sectional'views taken on the line 2-2 of Fig. 1 and showing the parts in different relative positions assumed during operation of the mechanism;

Figs. 4 and 5 are diagrams illustrating the operating principle of the invention;

Fig. Slis a diagrammatic view of a mechanism embodying the invention;

Fig. 7 is,a longitudinal sectional view of the portion T of the mechanismV shown in Fig. 6; of the invention Figs. 8 and 9 are sectional views takenlon the lines 8--8 and 9-9 respectively of Fig. 47.

o mechanism illustrated in Fig. 7.

, Fig. 11 is a longitudinal sectional view of the portion S of the mechanism shown in Fig. 6; embodying the invention; i o Figs. 12 and `13 are sections taken on lines I2-I2 and I3-'I3respectively of Fig. 11.

Figs. 14 and 15 are detail views of parts of the construction shown in Fig. 11.

Before explaining in detail the present inven- 5 tion it is to be understood that the invention is not limited in its application to the details of construct-ion and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being 40 practiced or carried outin various ways. Also it v is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation, and it is not intended to limit the invention claimed herein beyond the requirements of the prior art.

The mechanism shown in Figs. 1 to 5 inclusive its illustrative of some of the important features uof the invention. This mechanism comprises a driving element A, a driven element B and torque balancing mechanism M which constitutes the driving connection between said elements. The driving' element A is keyed or otherwise secured to a power shaft I0 and is provided with an axial bore Il. The bore II extends only partially through the element A, being defined by yan end Fig. 10 is an enlargedview of a portion of thel wall I2 and side walls I3 which, as shown, shapev said element into the form of a hollow cylinder open at one end. The driven element B is similarly shaped, being provided with an axial bore` I4, defined by an end wall I5 and side walls I6. 5 The side walls I6 are'provided with a series of recl. tangular axially extending slots II. Each slot is i defined at one side thereof by a surface r, preferably, radially disposed relative to the element B,`the surfaces r of the several slots forming cor- .0 responding' sides thereof. The exterior diameter of the element B is somewhat less than the diameter of the bore II of the element A. The element B is rotatably mounted on the power shaft I0 with its open .end extending into the bore I I 15 of the element A, and its opposite end interengag'ed with a propeller shaft 9.

The torque balancing mechanism M comprises a balancing member I8, a series of rollers Il adapted to releasably connect the balancer with 20 the drivingelement A and a spring 20 surrounding the shaft I0 with one end engaging the element B and the other end engaging the member I8 and tending to hold said parts in driving re lation as shown in Fig. 2. The balancer I8 is' 25 loosely mounted on the power shaft I0 within the bore I4 lof the driven element B. It is provided with a series of axially extending recesses 2|, receiving the rolls I9 which extend through the slots I1; Each recess 2l comprises an iny30 operative portion b and an operative portion c. The inoperative portion b, preferably, conforms to the shape of the rollers and extends inwardly from the side edge of the recess to determine `the maximum depth of the latter, at which point it joins the portion c which extends therefrom in a reverse arc to the other edge of said recess. The design of'this latter portion of the recess has an important bearing. on the operation of the mechanism and will be hereinafter more fully de-` 40 scribed.

When the driving element A is rotated in the direction indicated by the arrows in Figs. 2 to 5 inclusive, it tends to move the rolls i9 into env any force greater than torque of the driven element B. This driving connection is eiective when the former force exceeds the latter and is disrupted when the latter force exceeds the former by a predetermined amount controlled by the character of the operative portion c of the recesses 2I.

-The resisting force' of the driven element B necessary to break the driving connection is determined by the angle formed by the lines of action of the forces exerted between the driving element A and the roller I9, and between the roller I9 and the balancer I8. These lines are common tangents, one f which, indicated at d (Fig. 4) is tangent to the roller I9 and innersurface of the wall I3 of the driving element A at their point of engagement while the other of which, indicated at e, is tangent to the operative portion c of the recess 2| and the roller I9 at their point of engagement, which angle is indicated at in Fig. 4.

Referring to the diagram of Fig. 4 the action of the roller I9 will be similar to that of a lever., the arms m and n of which are perpendicular to the lines d and e respectively, f representing the fulcrum. Since the surface r of the driven element that is engaged by the roller I9 is radial with respect to the center of rotation o, the line of action of the resisting force of the driven element B at the point of engagement of these parts must be perpendicular to said surface 1'. This line of force is indicated at g and is tangent to a circle the radius of which extends from the center of rotation o to said point of engagement. Since the radial surface r is tangent to the roller I9 at the point h, the line of force g must pass through the center of said roller which is the fulcrum f of the lever m n. This proves, therefore, that the lever arms m and 71. are equal for all positions of' the roller relative to the other parts of the mechanism. Since the lever arms m and n are equal, the force applied to fulcrum f tending to drive the balancer I 8 in a direction opposed to that of the drive must be equal to the force of the drive which may be represented by a value K.

The pressure P exerted by the driving force K on the balancer I8 may be found by-reference to the triangle having two of its sides formed by theforce lines d and e and the third side, representing the pressure P, formedby the lever arm n. and its extension (shown in dotted lines) to meet the side d. With the side d of the triangle representing the driving force K, we have Let a=coeiiicient of friction, then any force greater than Pa=force necessary to cause slippage on surface c but since P: sin

Ka sin qiiorce necessary to cause slippage on surface c.

Since the pressure between the walls I3 of the driving element A and the roller I9 is equal to the pressure'between said roller and the surface c of the balancer I 8, the'n the total force necessary to disrupt the drive must be greater than any force equal to sin ` For example, to find the angle when K= lbS. (lL-0.03

and it is required to disrupt the driving connections when the resisting force has reached a magnitude of any force greater than lbs.-

2Ka K sin a force such that any force greater will cause disruption, or

sin qs sin =0.05454 and =3-'7 It will thus be apparent that the common tangent to the surface c and the roller I9 must be substantially at an angle of 3-7 to the line of action of the driving force at the point of engagement of said roller with the driving element A, to cause disruption of the driving connections under the above conditions if any greater force is applied.

To provide for the taking up of wear on the roller I9, the surface cis designed with a denite relation to the balancer I8 to keep the angle p constant regardless of the operative position of the roller relative to said surface. For this purpose a radial line y is drawn` from the center of rotation o through the point of engagement of the roller I9 with the driving element A. A line l is then drawn from the' center f of the roller through the point of tangency of the' roller with the surface c, which makes an angle equal to for the reason that the lines 7 and l bear a similar relation to the lines d and e, respectively. Then with a radius equal to the distance from the center of rotation o to the point of engagement of the roller with the balancer, and said point of engagement as a center, an arc is struck intersecting line l at w. With the point w as a center and the same radius indicated at s, an arc extending from the point of tangency of the line e with the roller I9 'to the periphery of the balancer I8 is then drawn. 'I'his arc forms the surface of the portion c of the recess 2| and keeps the angle qs constant for any operative position of the roller thereon.

From the foregoing discussion of the design it should be apparent that any relation between the driving and resisting forces for breaking the driving connections can be had by changing the angle qb, the operative portion c of the recess 2l being designed in accordance with said angle as above described.-

If the angle p is equal to zero as shown in the diagram of Fig. 4, we have 7% for lthe resisting force necessary to disrupt the driving connections.

Since the sineof a zero angle equals o,2 fa equals infinity which shows that mechanism can be built to drive continuously without disruption.

' is shown the transmission casing which is provided with a cover 6|,.and which is of a size and shape to enclose the mechanism and to provide the necessary supports and bearings for the various parts thereof. A driving shaft 62 is iournalled at one endin a bearing in the front wall of the thereto isa countershaft 65 which is Journalled in bearings in the front and rear walls of the casing 8l. In addition to the shafts above referred to, a third shaft 66 is disposed with its axis likewise parallel to that of the driving shaft but at one side thereof. This shaft rotatably supports the necessary reversing pinion 61 for producing the reverse drive.

As in the standard 3-speed transmission, the countershaft 66 is driven from the driving shaft 82 through a` gear 68 secured to said countershaft in constant mesh with a gear 68 fast onl the driving shait. The countershaft 65 isalso provided with a gear 18 rotatably mounted thereon and in constant mesh with a gear 1| rotatably mounted on the drivingy shaft 6,2. 'I'he countershaft is further provided with a sleeve 12 keyed thereto and having formed integral therewith or otherwise 'secured thereto gears 18 and 1l. Gears 15 and 16.

'rotatable about=the axis of the power shaft, are in constantdriving relation with gears 13 and 14, respectively, the gear 18 meshing with the gear 16 and the reversing pinion 61 being interposed between the gears 14 and 16. The gear 15 constitutes one element of an overrunning clutch C, the other element 11 of which is keyed to the hub y of the gear 1| previously referred to. The overrunning clutch C is of usual construction with a plurality of inclined recesses 40 in which spring pressed rolls 4| are positioned adapted to connect the elements 1.5 and 11 in driving relation and disconnect the same. The gear 16 is rotatively mounted on a sleeve-18 secured to the sleeve 68 of the driven element 6 4..

SlidabLv mounted on the sleeve 68 but securedl thereto for rotation therewith is a sleeve 80 which is provided with clutch elements 8| and 62 adapted to cooperate with clutch `elements 83 and 84 respectively, the clutch element 88 being associated with the element 11v of the overrunning clutch C, while the clutch element 88 is assothe lever 81 to connect the clutch element 11 or the gear 16 with the tiontherewith. l" l The gears 68 and 1| are adapted to 'be connected in driving relation and'disconnected by 'a balancing mechanism M' similar to the balancing' nected in driving'relation and disconnected by a i balancing mechanism:M2 similar tothe balancing mechanism -M for connecting the drivin'g'ele-'J ment A and drivenv element B. of thestruoturej shown in Figs. 1 to 5i inclusive. For this purpose'. the gears 68 and 10 are provided on adjacent l'faces' with projecting cylindrical portions |01 and |02 respectively, the portion A|02 ofthe gear |0vbei`ng loosely received .within anaxial bore |03 inthe Amechanism M described in connection with Figs. l to5 inclusive for connecting and disconnecting thegjdrivlngelement A in driving relation with the'driven element B. For this purpose, the gears 68 and I are provided on adjacent faces with. projecting c lindrical portions 80 and 8| respectively, the portion 8| of the gear 1I being loosely received within an `a'xial bore 82 in the cylindrical portion 80 of the gear k68. A balancing member 86 is rotatably mounted upon the shaft 62 withinan axial bore 83 inthe gear 1|.

A coil spring 8 surrounds the shaft 62 and is connected at one end to the gear 1| and at its other driven element 6l for rotal endto the member 86. The member 86 is provided with a series offspaced axially extending recesses v88 adapted to receive rolls 81. The recesses 88 are each provided with 'an inoperative portion b and an operative portion c. The shape of the operative portions c is determined as described'in connection with Figs. l 'to 5 inclusive for determining the shape of the operative-portions c of the recesses 2| of the balancing member I8. In the construction shown in Figs. '7 and 9, six recesses 88 are provided in the member 86, it being understood that more or less can be employed depending upon the load to be carried. The cylindrical portion 8| of the gear 1| is provided with a plurality of slots 88 through, which the rolls 81 extend so that they may be brought into operative engagement with the inner surface ofthe cylindrical portion 80 vof the gear 68. The cylindrical portions 80 and 8|, the rolls 81 and the member 8 6 correspond. respectively, to the driving element A, driven element B, rolls I8 and balancinmmembe I8 of the structure illustrated in Figs. 1 to 5 inclusive. f

In the mechanism illustrated in Figs. '1 and 9 peripherally extending recesses 1 are provided in the cylindrical portion 8| communicating with the slots 84 foiwhousing aspring H5 which is adapted to urge a shoe 5 into engagement with one of the rolls 81. The spring H5 acts to prevent spinning of the rolls 81 and assists the spring 8 tending to urge the member 86 into driving relation with the cylindrical `portions 80 andl 8l of the gears 68 and 1l respectively.

The ro11s 91 operatingin conjunction with theA operative portion of the recesses 88 connect the member 86 in driving relation with the gears 68 and 1| when the gear 68 is rotated in the direc--v tion of the arrow in Fig. 9 and disconnects the same depending upon the ratio of the torque of the driving and driven members;

Means is also provided for effecting a driving connection between the balancing member 86 and the gears 68 and 1| when the gear 1| `is rotating in the direction of the arrow in Fig. 9 but is act'-` erative to the inoperative portions of the recesses |00 being reversed with respect to the relations. ship of the operative and inoperative portions of the recesses 88. [The :reason for thisl will vbe clearly understood bythose skilled in the art. A

roll 88 is operatively positioned' in each of them recesses |00 and projects through a lot 85 in the cylindrical portion 8| of the gear 1|, there -bein'gvr` a spring pressed shoe 6 engaging'each ofthe' o rolls 88.

The gears 68 and 10 areadapted'tofbe 'con-2- portion ml of thelgea.' ss'. A balancing mem- |02 ofthe gear 10. The balancing member 06 4 l aosofisi is provided with a plurality of axially extending.

recesses |08 each having an operative portion b and an inoperative portion c. E ach of the recesses |08 is adapted to receive a roll |01 which 5 extends through a slot |05 in the cylindrical portion |02 of the gear 10. Each of the rolls' |01 is engaged by a spring pressed shoe |60 `tending to prevent spinning of the rolls. A coil spring 08 surrounds the countershaft 65 and is connected 10 at one end to the gear 10v and at its other end to the member |06. In the operation of the mechanism illustrated in Figs. 7 to 9 inclusive, it will be understood that.

the lever 81 will be actuated to move the sleeve 80 to the left, as viewed in Fig. '7, to engage members 8| and 83, when it is desired to connect the driven element 64 to move in the same direction as the driving shaft 62, and the lever 81 is moved in the opposite direction to engage 'the member 82 and 84 when it is desired to drive the driven element 64 in the opposite direction. 'I'he high speed driving connection between the driving shaft 62 and the driven element 64 is effected through the gear 68, balancing member 86, gear 1| clutch element 11 and sleeve 80 which is splined to the sleeve 68 forming part of the driven element 04. When the driving shaft 62 and driven element 64 are thus connected in driving relation,

the gear 68 and countershaft 65 will be rotated at the same speed as the drive shaft 62 and Igear 68 while the gear 1|, which is vrotating with the gear 68, will be driving the gear 10 at a greater speed than the speed of gear .68. Consequently, the gear 10 will be overrunning the gear 68. 86 Also, the gear 13, which is keyed upon the countershaft 65, will b e driving the gear 15 to cause the latter to rotate at a slower speed than the gear 1| and the clutch element 11 and, consequently, the clutch element 11 willl be overrunning the gear 15.

When the driving shaft 62 is driving the driven element 64 at an intermediate speed ratio, the driving connection therebetween will be eected through the gears 68, 68, balancer |06, gear 10,

gear 1| and clutch element 11 which is operative-1 ly connected'through the sleeve 80 to the sleeve 63 which forms part of the driven element 64. Atthis time the gears 68, 68 and 10 will'be rotating together and will be driving the gear 1I at a slower speed.- Consequently, the gear 68 will overrun the gear 1|. Also, inasmuch as the gear 18 is driving the gear 15 at a slower speed than the gear 1| is being driven, the gear 1| and the clutch element 11 will overrun the gear 15. When the driving shaft 62 is driving the driven element 64 at a low speed'ratio, the driving connection therebetween is effected through gears 68 and 66, countershaft 65,-gears 13 and 15 and clutch element 11 and thence through sleeve 60 and sleeve 66. At this time the gear 1| which is being driven at the same speed as the clutch element 11 inasmuch as it is keyed thereto, will be driven at a slower speed than the gear 68, and consequently, the gear 68will be overrunning the 5 gear1l.

the gear 16 at a slower' speed than the gear 68 and. consequently, the gear 68 will be overrun- `v-ning the gear 18.

It will be appment, .in view of the foregoing 7 explanation, that the gears as and 1| exert op.

' 7" to the-resisting torque ofthe drivenelement 64..

.resultant of the opposed forces exerted upon the c Furthermore, the gear 1| will be driving The operative portion c of the recesses 88.0f the balancing member 86 are so constructed as to permit a driving connection between the gears 68 and 1| and the balancing member 96 when the force exerted by the gear 1| upon the balancing 5 member 86 is not more than a predetermined amount greater than the force exerted upon the balancer 86 by the gear 68. The driving connection between the gears 68 and 1| is disconnected when the resultant force of the two opposed l0 forces upon the balancer 86 exceeds the above mentioned predetermined amount. The driving connection between the gears 68 and 10 then becomes effective to drive the driven element 64 at an intermediate speed ratio. 16

The operative portions c of the recesses |08 of the balancing member |06 are so constructed as to effect a driving connection between the gears 68 and 10 when the force exerted by the gear 10 upon the balancer |06 is less than a predeter- 20 mined amount greater than the force exerted by the gear 68 upon the balancer |06. When the force exerted by the gear 10 upon the balancer |06 increases to a point such that it is a predetermined amount greater than .the force exerted 25 by the gear 68 upon the balancer |06, the driving connection between the gears 68 and 10 is disconnected. The driving connection between the driving shaft 62 and driven element 64 is now` effected through the gear 13 to drive the driven 30 element 64 at a low speed ratio.

' 'In the construction illustrated, the force exerted upon the balancing member |06 by the gear 68 is the same as that exerted by the gear 68 upon the balancing member 86 inasmuch at the pitch di- 35 ameters of the gears 68 and 68 are the same and the radii of the cylindrical portions and |0| are the same. Likewise, the radii of the cylindrical portions 8| and |02 are the same but because Vof the difference inthe pitch diameters of the 4 gears 10 and 1|, the force exerted upon the balancing member 06 bythe gear 10 is greater than the force exerted upon the balancing member 86 by the gear 1|. Consequently, the operative portions c of the recesses |08 are constructed so that the force exerted bythe gear 10 upon the balancing member |06 may be considerably greater driven element 64 is acting as the driving ele- 60,

ment, that is, when it is desired to utilize the braking power of the engine which normally supplies the power for driving the driving shaft 62. Another mechanism embodying the invention is illustrated in Figs. 1`1 to 15 inclusive and in 5 'dicated at S in Fig. 6. This mechanismcomprises a driving shaft 62' and a driven shaft 64'. A member 68 -is suitably keyed upon the'l driving shaft 62 and a 'member 1|' is'suitably keyed' upon the driven shaft 64'. The members. 68 and 1|' are provided on adjacent faces with projecting cylindrical portions 80 and 8|', respectively, the portion'8lbeing loosely received .Within an axial bore 82' irrthe cylindrical portion 80'. A balancing member 86 is rotatably mount- 75/ ed upon the driving snm sz'mni an ma bore 93' in the member 'Il'. The member 9B is provided with a series of spaced axially extending recesses 99' adapted to receive rolls 91. The recesses 99' are each provided with an inoperative portion b and an operative portion c. The shape of the operative portions c is determined as described in connection with Figs. 1 to inclusive for determiningthe shape of the operative portions c of the recesses 2i of the balancing member I8. The cylindrical portion 9|' is provided with a plurality of slots 94', through which the rolls Bl extend so that they may be brought into operative engsgement with the inner surface of the cylindrical portion 90. Peripherally extending recesses 'I' are provided in the cylindrical portion BI communicating with the slots 94 for housing a spring I I5 which is adapted to urge a shoe 5' into engagement with one of the rolls 91.

The member 96' also is provided with a plurality of recesses IDU', each of which' is provided With an inoperative portion b and an operative portion c. The relationship of the operative to the inoperative portions of the recesses |88 is reversed with respect to the relationship of the operative and inoperative portions of the recesses 99. A roll 98' is operatively positioned in each of the recesses IUD and projects through a slot 95 in the cylindrical portion 9|', there being a spring lpressed shoe 6 engaging each of the rolls 98'.

To this extent the mechanism illustrated in Figs. 11 to 15 inclusive is similar to the balancing mechanism M' of the structure illustrated in Figs. 7 to 9 inclusive, the cylindrical portions 90' and 9|', the rolls 91 and 98' and the member 96 with the recesses 99' and |00 corresponding respectively to the cylindrical portions 98 and 9|.'

the rolls 91 and 98, and the member 96 with the recesses 99 and |00 of the balancing mechanism M illustrated in Figs. '1 to 9 inclusive. Thus, this portion of the mechanism provides means for providing a driving connection between the shafts 62' and 64 .when either the shaft 62 or 8 4 acts 'as the driving element.

In addition the member 96 is provided with a hub portion 25 having a plurality of spiral grooves 26. The member 1I' is provided with an axial bore 21 adapted to receive for axial movement therein a disc 28 surrounding the hub 28 and having a plurality of ribs 29 adapted to engage the groovesV 26. A disc 30 surrounds and is loosely mounted upon the hub y' of the member 1|' and is provided on its outer periphery with an annular groove 3| adapted to'receive one end of a lever 32 pivotally mounted upon a stud 33. A plurality of rods 34 extend through and are slidably mounted in openings 35 in the member 1I' and each is connected at its opposite ends to the discs 28 and 30. The discs 28 and" .normally are urged to the right, as viewed in Fig. 11, by a spring 36 surrounding the hub with one end engaging the member 1 I and its other end engaging the disc 30.

'[jhus, it will be apparent in view of the foregoing description that a driving connection is orded between the shafts 62 and 84 and the balancing member 96' regardless of whether the shaft 82 or the shaft 8l is acting as the drivingthereby causing the balancing member 98' to be rotated as a result thereof relative to the driving shaft62, thus disrupting the driving connection between the shafts 52 and 66' and the balancing member 96'. The mechanism illustrated in Figs. 11 to 15 inclusive is a clutch mechanism embodying the basic principles underlying the present invention and illustrates another of the various mechanisms which may embody the invention.

I claim:

1. The combination 'of a driving element, a driven element, a rotatable member, means actuated in response to the torque ratio of said driving and driven elements for effecting a driving connection between said elements and for disconnecting said driving connection, means providing operative connections between said driving element and said member, means actuated in response to the torque ratio of said driving and driven elements for effecting a driving connection between said member and said driven element and for disconnecting said connection, and additional means for effecting a driving connection between said member-and said driven element.

2. The combination of a rotatable driving shaft, a rotatable driven element, a countershaft, intermeshing gears fixed on said shafts, intermeshing gears rotatably mounted on said shafts, means for operatively connecting the gear rotatably mounted on said driving shaft with said driven element, means actuated in response to the torque ratio of said driving shaft and driven element for providing a driving connection between the gears fixed and rotatably mounted on said driving shaft and for discohnecting said driving connection, and means actuated in response to the torque ratio of said driving shaft and driven element for providing'a driving connection between the gears fixed and rotatably mounted on said countershaft and for disconnecting said driving connection, another lpair of intermeshing gears one of which is ixed on said -countershaft, and means providing a one-way driving connection between the other gear of said pair and the gear rotatably mounted on said driving shaft.

3. The combination of a rotatable driving shaft, a rotatable driven element, a countershaft, intermeshing gears xed on said shafts, a gear rotatably mountedl on said driving shaft, means for operatively connecting the gear rotatably mounted ori said driving shaft with said driven element, means actuated in response to the torque ratio of said driving shaft and driven element for providing a driving connection between the gears xed and rotatably y mounted on said driving shaft and for disconnecting said driving connection, another pair of intermeshing gears, one of which is flxed on said countershaft, and means providing a one-way driving connectionl between the 'other gear of said pair and the gear rotatably mounted on said driving shaft.

4. The combination of a driving element, a driven element, a rotatable member, means actuated in response to the torque ratio of said driving and driven elements for effecting a driving connection between said elements and for disconnecting said drivi connection, means providing operative connect ns between said driving element and said membe and means for effect'- .ing a driving connection between said member and said driven element.

CARROLL H. RICHARDS. 

